The Mazda Miata holds a special place in the hearts and driveways of a great many gearheads. The little roadster is among the last of its kind, born as a rebirth of a kind of basic, light, fun sports car, in the style of many early sports cars like MGs and Triumphs and Austin-Healeys, all about the joys of driving something affordable, light and tossable, with less emphasis on raw power. They’re great. And Mazda deserves a lot of credit for keeping the Miata going, though where it goes next may be a bit of a question.
Recently, Mazda CEO Masahiro Moro told German outlet Auto Motor und Sport that the next MX-5/Miata may need to not use a combustion engine. Here’s the quote:
“The successor must also be ready for a scenario without a combustion engine . The challenge for us is to make the basic structure lighter without using exotic materials like carbon fiber.”
Previously, EV power for the Miata had always seemed to be a non-starter for weight reasons. EVs are heavy because batteries are heavy. Very heavy. That heaviness is antithetical to what a Miata is, which is why Moro made a point to talk about making the basic structure lighter, while avoiding expensive, exotic materials.
Now, okay, great, lighter is better for a Miata, sure. And exotic materials I absolutely agree are not what the Miata is all about. But what that hypothetical resulting light, sporty EV may become could still be cool, but I’m not sure it’ll be a Miata.
EV powertrains are high-torque, high power, smooth, and fast. Those are great, but they’re not really what I think would be part of Miata DNA? And even with some clever body lightening techniques (will this resulting car look like a trypophobic’s nightmare?) can it match or even beat a current Miata’s weight of 2,300 to 2,500 pounds?
Maybe. But there will definitely be a cost for range, which is still largely a function of how much battery a car has. Sure, aero and weight and gearing and a host of other factors are important, but fundamentally, battery capacity is the analogue to the combustion aphorism of there not being any replacement for displacement. But you know, for range instead of power.
That’s just not a Miata! Miatas should be light and agile, and not too heavy on the power. The current highest-horsepower Miata is still below 200 hp, and that’s fine. Personally, I think even approaching 200 hp is starting to miss the point.
I just don’t know who the market for an EV Miata is, really. Even an automatic Miata I can understand, because there are people who can’t drive stick who want to feel all of the other engaging qualities of the car. I mean, I think the manual experience is the better one, but I don’t want to gatekeep too hard here, because that’s jerky.
An EV Miata is even more different, though. It’s just not a Miata at that point. It’s somehow too refined, too advanced, too smooth, too, well, just too much.
Now, that said, I do think there is one context where electrification can make sense for a Miata, and the answer to that is a mushroom.
Well, a metaphorical mushroom. I’m thinking of the Mario Kart-style mushroom, which is an instant speed power-up.
You know what I’m talking about – it’s brief, limited-run speed boost. These sorts of insta-speed boosts actually do exist in the real world, but not via fungal means. It’s electrical, and it’s usually known as a KERS (Kinetic Energy Recovery System).
Here’s a good explanation from – holy crap, 14 years ago, look how young our man Jason Fenske looks! – Engineering Explained:
F1 cars have used electric KERS systems since 2009; in 2014 they moved to a more modern energy recovery system that also adds a heat recovery system.
What I’m thinking for the Miata is more like an old KERS system, with a motor that can act as a generator and a small battery. Small is key here! I’m imagining a small electric motor, maybe one that adds, at most, 50 hp or so, in the car’s drivetrain, and a small battery to store recovered braking/coasting energy.
The implementation would be a simple SPEED BOOST button; maybe it has an LED behind it to show when it’s ready or not – red, not ready, yellow, charging, green good to go! Our hypothetical, very mildly-hybrid’d future Miata driver could push the button and get a momentary burst of extra horsepower to pass or get up a steep hill or just enjoy a kick in the pants.
I’m talking a burst that lasts, oh, maybe 10 to 15 seconds of an extra 50-ish hp, and then can recharge after a few minutes of driving. It’s not constant high power; it’s a literal boost, and part of the fun of using it is figuring out when to use it.
That’s all I’d want from an electrified Miata – an extra bit of fun. A KERS system like this maybe has an effective electric-only range of, oh, two miles at 35 mph or so, if you, say ran out of gas and had to desperately get to the next exit or something. But it’s not for that.
And it’s not to improve gas mileage, which on a Miata is already quite good. I suppose it would save a bit of fuel, since you can get bursts of speed without mashing on the throttle, but again, that’s not what it’s really about.
What it’s about is fun. And that’s why it’s different than an all-EV Miata with a carefully-engineered lightweight body. Because that’s less fun. Impressive, sure, but a Miata? I don’t think so.
So, Mazda, if you’re so dead set on having an electric motor in a Miata, I think this is the way. The way of the mushroom.
Top graphic images: Mazda; Nintendo
I’ve owned my ND Miata for 5 years. Like many it is my second car but I put more miles on it in a year than my first (grown-up) car. So I’m not worried about range in a new Miata at all. About 2 hours in it is all my body can take anyway.
Many non-car people just don’t get the experience and that’s fine.
Here’s what I’ve said for many years. It is the only car I’ve owned that hits all 5 senses every time I drive it (at least with the top down). Sight (duh), Sound (deafening on highway), Smell (trees, upcoming rainstorm), Feel (wind and vibrations), Taste (I even swallowed a bug yesterday).
The manual transmission REQUIRES that I use all 4 limbs to drive. So technically I’m using 2 times as much of my brain as opposed to an automatic when it requires one foot and one hand.
So the Miata is more tiring AND engaging for me. I get it that many non-car people just want a sleeping pod to get them to their destination. I reckon that’s ok for them.
I just hope the next generation Miata keeps all the engagement including Taste (right Jason?). That’s all I need.
Honestly I think we have EVERYTHING we need to make a fun lightweight e-Miata right now. Don’t believe me? Just take a look at the impact drivers of today. Lot of power in a small package, and getting better by the day. Small motor with a bespoke manual that’s geared to make the most of what output it does have, and a small but power dense battery. They just have to WANT to build it… which they won’t until they’re forced to.
I think a BEV Miata could be tons of fun if done right. To me that would mean needing an electric motor wound for maintaining torque output up until at least 8k RPM, preferably 10k, a 4 speed manual dog clutch gearbox with straight cut gears for 1-3 and helical cut for 4th (so you don’t go insane on longer drives), a small and light motor making like 100HP, but with plenty of gearing so it’s quick (maybe 30, 50, 70, 100 MPH redline) and has you changing gears to keep the rush going.
I’d love it if a hypothetical NE MX-5 could do 10-15 miles in electric mode, but still have ICE for longer drives.
Although I’m a slightly weird case, because I only have space for one car which needs to drive through city traffic as well as carving up B-roads, and my NC is not great in traffic.
Nah. Too gimicky and not the linear, engaging, and the rewarding driving experience that a Miata currently delivers. The added weight and complexity is not worth it.
We need to look at weight in percentages. Add 100 lb KERS system to a 4000 lb car and that’s a 2.5% increase. Maybe it’s worth the tradeoff. Add that 100 lbs to a Miata, though, and it’s a 4.2% increase on a car that is all about it’s light weight nature. It’s a much bigger impact to the driving experience.
Always makes me chuckle a bit to see videos from Jason’s “beatles mop-top” phase.
I recently picked up a Mini Cooper SE. It’s light, has reasonable “Miata-esque” power and is probably the second most fun I’ve had in any of my cars (this replaced a totaled ND Miata – distracted driver). I miss the manual, and RWD would make it even better – but I am now a believe that it’s possible. The range sucks, but we’ve come a long way in 5 years…
I do like the concept of an E acceleration assist. Similer to the Hybrid GT3 race car for extra acceleration out of the low speed corners. 5-10 seconds of electric power to blast off from a stop or get you from 20-70 mph like a fast and furious NOS system.
Just came here to say that if you can’t drive a stick, you can learn. It’s not that hard. Really, driving a Miata with an automatic would be like putting a wool sock on your willy when you’re doing the nasty.
I supposed your comment just rule 34’d a lot of unpleasant wikis, forums and the like on some dark corner of the net.
I think we are over they silliness of 2022 when many in the auto industry felt all things must be electric. Electric vehicles have their place for sure but for the love of god please do not electrify the Miata.
We aren’t. China is more than 60% plug-in and Europe is 34%. The EU did roll back their 2035 fleet targets a tiny bit but then also implemented mandatory percentages of BEV sales.
The USA is the odd one out in the global automotive market and we are mostly a truck and SUV market. We don’t have the economy of scale to justify something like the Miata on our own.
The torque infill of electric assist can be very good for a low-torque gas engine.
They weren’t wrong. The current administration gave them the blessing to stagnate and move backwards. The one chance to catch up and match the Chinese is now done. It’s inevitable that the domestics will need a bail-out at some future point, if they’re around at all. The global automotive market, and the economics around it, have spoken.
Your KERS system does not make sense for the envisioned successor. Because combustion engines will go the way of the dodo, and sooner than many today believe.
sigh. I don’t know how many times this needs to be addressed. From the first commercial batteries used in the first real attempt at EV’s (early 2010s) to what we have now, energy density has increased over a factor of 3X and we are quickly approaching 4X. You would be a fool to believe that innovation stands still. Since we can right now get three times as much energy in the same battery pack, and in practice we could cut the battery down to 1/3 of its current size and get the same performance. Do they do this? No. So the issue is not one of technical problems, but one of human decision-making. There’s no need to carry a huge load when we can simply recharge anywhere anytime.
Would an electric Miata be more fun??
Yes. The instant torque of an electric motor is addictive.
Honestly, the OG Insight/CR-Z IMA style hybridization makes even more sense. They hooked up manual transmissions to a hybrid driveline, so you can get versions that are more engaging while being able to sell a version that’d be far better for emissions and fuel economy then any Miata, ever. Maybe my search wasn’t deep enough, but the Insight didn’t need magnesium, carbon fiber, and the like to get a low curb weight. I doubt doing an IMA today would make the Miata weight THAT much more.
The first-gen Insight used a fully aluminum frame as well as aluminum body panels (plastic fenders). So somewhat exotic? Mazda already uses an aluminum mounting assembly for the engine and transmission, but it could benefit from a fully aluminum frame. Unfortunately, that would no question add cost and also potentially compromise chassis strength as the vehicle ages.
As for IMA, it would be a good compliment for the Miata as long as there is a way to decouple the electric motor (which would otherwise always spin as it does in the older Honda hybrids). Unfortunately, while lots of IMA copycats are out there (Stellantis, Hyundai/Kia), Mazda doesn’t have that tech. It’s only hybrid option is licensed from Toyota and the Synergy system is not great for a sports car.
Why does the electric motor need to decouple? They don’t add much drag and have much higher speed limits than production ICEs. Was there some limitation it caused back in the day with the CR-Z?
The IMA system could probably be described as a generic manual transmission mild hybrid system nowadays, I know they’re implemented in some Indian market Suzukis (part of the wider Toyota group). The biggest problem with manual transmission hybrids is that it’s harder to shut off the ICE and run on electric only power, which is where hybrids gain quite a bit of their fuel economy advantage.
On Honda’s original system, the electric motor added quite a bit of drag since it was bolted directly to the crankshaft. It was dead weight at high-speed cruising. On the flip side you can’t really have an EV mode without decoupling because then you are asking the electric motor to literally turn all of the ICE engine components and it simply wasn’t powerful enough for that. The advantage of the whole thing is that Honda could easily use its existing gearboxes, including manuals.
The limitations were enough to lead Honda to a variety of other hybrid solutions, most of them involving clutch packs to manage power.
My biggest concern with a hybrid approach, though, is that the Miata’s steering and drivetrain feedback is so dialed in for the ICE version that it would probably require a lot of work to engineer the hybrid system so that it doesn’t ruin a good thing.
The Insight used an aluminum unibody which was exotic tech back in 1999. The first gen was also low volume and sold at a loss.
First-gen insight did use carbon-fiber reinforced plastic (CFRP) and fiberglass-reinforced plastic (FRP) for some body and trim panels, and of course lighter-weight aluminum for the unibody and some body panels.
If we’re going to project our Mario Kart fantasies on such an iconic car… then I think we’re going to need to have a really tough conversation on why the blue shell is the most appropriate power up. Imagine a little Miata blue shelling a Dodge RAM 2500 diesel brodozer.
Here’s my idea for extending the joy of a manual, engine powered Miata for a while: Get rid of model years on just the MX-5. Call it the colors of the season edition, and tell the regulators that it’s a 2026 model that is finally being sold. Maybe they won’t catch on for a few years?
My son and I have Miatas, and the joy of driving is in the engagement of shifting, rev matching, downshifting to slow the car. The same stuff driving enthusiasts have been shouting into the cloud for 20 years.
I don’t think even gearhead types properly appreciate how much of our enjoyment of cars is down to the combustion engine and its associated dramas.
In my 20’s I struggled a bit to explain my preference for manual transmissions to people. It didn’t quite feel right to say “because it’s fun” but that was really all there was to it. And I respect that there are plenty of card-carrying car people that don’t feel the same way, and that’s fine.
Then EVs started proliferating and it seemed like the days of the piston were numbered. I think the most remarkable thing to come out of that is the universal indifference to EV sports cars. Their primary role is to be fun. So now you’re missing the gears for me, you’re missing the noise, the NVH that everyone loves. All you have is speed and maybe handling, and the car is probably heavy. It is just not compelling to the people who usually buy these things.
Everyone doesn’t love NVH and shifting gears. For me the purest form of transportation enjoyment is a motorcycle. I’ve had several hard core sport bikes and they are fun but the most fun I’ve had a street motorcycle was test riding a Zero. Instant torque, quiet, nothing distracting from hitting that corner apex just right. It really felt like low altitude flying.
For me stringing together a series of corners just right is the point of recreational riding / driving and a manual transmission and engine noise is a distraction from that pure elemental fun.
I get that. My similar experience was electric go karts, Sodikart RTX. I was shocked by how how raw and brutal it was. Not only did I not miss the gas engine, but I could only see it hindering the experience. All of the sounds and feelings I was getting that are usually drowned out by the engine had my sensory processing maxed out.
The difference between that, or maybe a motorcycle, and a passenger vehicle that might be more than just a toy is that you spend so much time doing mundane driving. Commuting, running errands. That is where some silly drama can really help keep it from feeling like a nice looking appliance.
I’m the opposite. I have zero tolerance for drama for my daily commuter. It is 45 minutes to an hour of stop and go driving each way and an EV is perfect for that task.
VINs have to match the model year of production, though, and mass fraud is generally a bad look for an OEM.
Well it was mainly a joke since of course they would never do that. But since it has to match the year produced, Mazda could make a whole bunch of extras and “eventually” sell them. Like those Dodge Darts that are new cars that have been in dealer inventory forever.
Miata-E – Put a 50kW pancake motor on the transmission between the motor and the input shaft. That allows for a starter delete and can still work fine with a 6 speed (or Auto, but that’s silly on a Miata!) Put about 5kWh of Lion batteries below and behind the seats to take up the least space possible and put the weight opposed to the motor to reduce the amount of handling change. With the right chemistry that will increase the city efficiency by 25%+ and hardly change highway at all.
The ICE can be tuned to have more high rpm power with the electric motor getting the car moving at low speed. Total system weight added should be <100lbs – cost should be ~$1500-2000. Max power ~250hp – but can be tuned down to 225 for normal use. EV mode range should be ~20 miles.
Alternative: Do a full erev, put a single rear drive unit and use the tunnel for batteries. Probably needs ~30kWh to be viable. Can use the 1 rotor they have built or a smaller 3 cyl with ~50-75kW output. Total system output of 150kW/200hp. Probably will end up being 100-200lbs heavier than the above due to the pack mass, but the location would be good for dynamics and it would be fun to zip around in.
EV mode range of ~120 miles, with 5gal fuel, 295 miles.
I have a ND and would buy either of these to replace it.
If they’re going to make an EREV sports car with the rotary range extender, they’re obligated to bring back the RX-prefix
An EREV is the right way to do an electrified Miata.
There’s something to be said about keeping it simple, and not adding all that needless complication and expense.
Hybrids are inherently heavy due to their dual powertrains, and only end up lighter than EVs with large batteries.
Miata-E: 5kWh gross capacity of NMC battery weighs about 75kg, but if you want 5kWh usable capacity you’ll want ~3kWh of provisioning at this size, which brings you to ~95kg. If we assume current state of the art PMSM motor density, we get ~12kg, so ~107kg/235lb total excluding miscellaneous stuff like the inverter unit, AC charging module, and low-temp cooling loop. It is difficult to get something like a Miata, which is short and has a compromised roofline due to the convertible top, to get a decent drag coefficient, so despite the tiny frontal area it’ll probably have similar drag to a much larger car; 20mi of range might be a little generous, and it could almost halve with the top down.
Alternative: 30kWh of battery would weigh about 210kg with current NMC tech, which could decrease to ~135kg with theoretical future 350Wh/kg solid-state cells. The EREV ICE+generator motor could weigh similar to the existing ICE+transmission, and the 150kW drive motor would be another ~40kg, so that’s ~250kg/550lb excluding inverter, cooling loops, AC charging, etc, and that’s before structural reinforcement to accommodate that extra weight. I think the bigger problem is packaging though, the Miata is a very small car which needs to sit low and accommodate a folding roof mechanism, so space is very limited especially since the narrow width makes the center tunnel narrower, and the ICE’s exhaust pipe needs to be routed through somewhere underneath too. The SSC SC-01, which is small tube frame chassis with cab-forward proportions like a rear-mid engined car is able to fit 60kWh behind the driver due to its lack of convertible top.
The Miata-E could become viable assuming economies of scale pushes EV components costs down sufficiently like in China, but the EREV Alternative seems simply worse than just a pure EV, and probably more expensive too.
I want an electric Miata. I enjoy my Miata. I don’t want to support the oil companies. I like instant torque. OG Tesla Roadster was on the right track, but became abandonware.
Good luck getting non oil company supported tires, lubricants, interior, paint, and 80% of the rest of the car
Let me stop you right there. There is a profound difference of taking a finite resource, one important to maintaining civilization, and burning it exactly ONCE. Do you agree? Any other manufactured durable goods made from petroleum can be recycled. That gallon of gas you burned, and then created pollution to deal with, it will never come back.
Yes. I am painfully aware that after every tank of gas, I have shat 100+ of pounds of carbon dioxide into the atmosphere, and my car is 100+ pounds lighter.
That hasn’t happened on my EV so far!
Maybe it is for people like me? I have owned a manual NC MX-5 and I agree that the gearbox and rorty engine are a big part of the fun, however for me it was the steering feel that made that car so amazing as well as of course roof down on summer nights. My wife prefers autos though. I have an SC430 but I don’t need huge range cause I can just rent a car if I’m road tripping – I just spent 6 days with a current mustang v8 in tasmania – and at home I have fantastic roads on my doorstep and good public transport for getting to work basically an ev mx5 would be great for me. Also I passed an MG Cyberstar this morning and it looked coof af
I’m glad to hear someone talk about steering feel. I wish every automotive engineering design team would bake in more communicative steering. It should be widespread, not just on the lightest dedicated sports cars.
Agreed, the steering feel/communication was one of the things I loved about the three Mazda’s I’ve owned. Even the big CX-9 was a joy to drive.
I have not driven a Miata so my opinion is somewhat worthless, but to me an electrified Mazda would be just fine as long as it still feels light on its feet and talks to your hands.
ME TOO! Bring back steering feel!
Mr. Moro talks about a successor that is ready to handle an EV scenario. To “wishful thinking” me, that means building multiple scenarios simultaneously:
Scenario 1: a pure ICE version of the Miata, weight starting at 1000kg/2200lbs, engine under 2.0 liters, convertible, and if I had my way, a non-powered steering rack.
Scenario 2: Same as above, but either RF or retractable hardtop version.
Scenario 3: A larger hatchback or coupe (think modern day early 1970s BMW 2002/Alfa GTVDatsun 510), **built on the same platform**. Make it a hybrid with perhaps 180hp base to 250hp higher end trim. 2800-3000lbs or so. Two doors with room for 4 people (2 of them being kids, perhaps). Keep it simple, affordable, and classic-beautiful.
Scenario 4: A slightly larger vehicle than scenario 3 (small crossover?) fully EV’d, **on same platform**. 3000+ lbs, 250+ Miles range. Room for 4 people. Make it look like whatever it takes to sell a million of them – make it look like an EV Kia, or make it look like GI Joe-Tonka-Jeep thing, for all I care. As long as it sells.
The NC Miata and the RX8 were built on the same platform, and yet were distinct enough. I am surprised the ND platform was not used for anything else other than a Miata. (at least, for models sold in the US). And no, the Fiat version does not count as a different car.
Building the next Miata on its own bespoke platform will probably not be economically feasible, and would probably kill Mazda.
(Oh, and please, no rotaries. Pretty please.)
If the car was a full EV, then maybe the KERS style system when you put it in sport mode.
Hard regen on corners that is immediately fed back in boost mode at corner exit.
I disagree a lot with the sentiments of this article. Electric cars can and do drive fun. The problem is the popular conception of a “fun” electric car is a Tesla Plaid and not a Hyundai N. The Ioniq 5 N and 6 N are pure joy. The new Magma GV60 looks fantastic. The only problem is their heft. Tesla’s “performance” models are just sterile. Weight is something Mazda could be well suited to fix. A lightweight EV Miata with a simulated 6 speed manual to boot would be an absolute blast.
Yeah. I, for one, am really into the “clutch, gated shifter, and electric motor” idea. Rationally, it makes no less sense than a gasoline manual car in this day and age. It potentially could be quite fun.
You have good points. Mazda could be the very first car company to solve the EV weight problem. It’s just that the Miata is dear to so many people as a name and concept that it becomes like the Mustang Mach-E: It’s nothing like a Mustang. Probably a decent EV, but many people will be close minded due to the name.
Yeah, Ford probably did a good deal of damage trying to turn Mustang into a “brand.”
The article didn’t actually make a claim one way or the other about EVs being fun. In fact, I think it was generally complimentary about them. But central to Miata being fun is its low weight. A Miata with “heft” is no longer a Miata.
The only way to fix the weight issue is to sell the Miata as a short-range vehicle (like the Mini Cooper SE) because Mazda is probably not the company to be solving fundamental battery chemistry/design challenges.
It’s complimentary about them as commuters but implies disparaging things about the fun factor.
I think Mazda can do the lightweight thing. Slate got their truck down to 3600 lbs without any massive new breakthrough. And that’s a body on frame vehicle.
Just don’t use it on a speed hump 😛
wheeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeee
I have thoughts…
When a manufacturer says “electrified” they could mean anything from a mild hybrid, to regular hybrid, to plug-in hybrid, to E-REV to full EV. I somehow can’t see the Miata going to full EV in one generation.
Perhaps an E-REV would be the best solution in the NE for keeping the weight down (small high tech EV battery with 50 mile range or so, + a spinning Dorito range extender could be a relatively light powertrain combination). The electric motor’s instant torque always on tap, unlike a hybrid / PHEV.
What would really thrill me is if the powertrain is optimized for working with a multi-speed transmission. Some combination of maximum electric motor revs + gear reduction / torque multiplying gears to provide a small step up from the current gen ND.
Want to go crazy? How about dual motors for the rear wheels allowing torque steering . Miatas already turn on a dime and give change… having separate power delivery to each rear wheel would be epic! 2 smaller motors instead of 1 larger one.
I don’t want FU&*jing FAKE EV gear shifts.. I want to grind my own with a proper 3-pedal configuration.
Don’t need a ton of power in a Miata, just the right amount of power at the right time and put down in the right place.
If I can dream, I’d say keep the physical buttons, knobs and switches, and offer both a rag top and a proper PRHT option (see NC for the way it’s done).
….and in my fever dreams, I’d still line up for an E-REV Mazda Vision in shinny silver – maybe the most beautiful 4-door sedan over the past 50 years…
https://cdn.motor1.com/images/mgl/r07EY/s3/mazda-vision-coupe-concept.webp
Yes. Having a proper gearbox could reduce the size of the EV motor and battery. I converted a 70’s moped to 5speed electric power and it worked great. The gears actually helped it a lot for hills and then top end speed. It really only needed 2-3 gears, but was fun.
I get it, I am not a member. I get to enjoy seeing ads that slip by my adblockers. But these Autopian TV ads feel punative and vindictive in their intrusiveness. Why do this?
My NB Miata 5MT only gets 28 highway, is the slowest sports car I have ever driven, but is still a laugh. My Fiat 124 Spider (the prettier Italian miata) does 40 mpg with the top up on the highway. Sure, not the miata engine, but not bad for a 1.4L turbo.
I would rather watch ads than the autopian videos to be honest, at least I would know my annoyance would lead to them getting paid. For now 3/5 of my screen is autoplay videos.
I agree, I am a member yet the ads are still there.
I use AdBlocker on Chrome and it works great.
We’re working on that! It’s a technical issue!
Slight jealousy. The youngest 124s are now approaching 7/8 years of age with good use on them. Bad timing with them going out of production and me being in the market. I would have sprung for a new one.
My Toyota Prius could do this. When anticipating the need for Zoom Zoom (borrowed from earlier Comment), back off a little bit to reduce the electric and increase the gas motor contributions, this lowers the electric RPMs so when you hit the go pedal, the electric can do it’s thing from lower RPMs where they ramp up better.